Anticreeper for railroad-rails.



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.NTECREEPER FOR RAILROAD-RAILS.

Specicaton of Letters Patent.

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Application filed July 81, 191A. Serial-11o. 354,249.

To all 'whom t may concern Be 'it known that we, DAvn) F. VAUGHAN,

citizen of the United States, residing at Riverton, `county of Burlington, State of New Jersey, and CHARLES Z. VAUGHAN, citizen of the United States, residingv at Haddonield, county of Camden, State of New Jersey, have invented certain new and useful Improvements in yigtinticreepers for Railroad- Rails, offI which the following is a specication.

Our invention relates to anticreepers for railroad rails and particularly to anticreep# ers of the type wherein a bar adapted to eX- tend beneath a rail base and having means to engage the same is employed in conjunction with apa-rt adapted to coperate with the bar to clamp the anticreeper to the rail.

The object of our invention is to provide an anticreeper of' this type and of novel, simple and eficient construction having provision, first, whereby one' element ofthe anticreeper may be sprung from a normal condition and caused to clamp the anticreeper to the rail lntendlng to resume said normal c condition; secondly, whereby the part co operating with the bar may be made in the form of a wedge constructed and related to the bar in a manner to have a three point bearing and to increase the strength of the barv in such constructions; thirdly, whereby a wedge may be employed between the rail and an clement adapted to engage the rail and held in place by spring pressure and provided with means to prevent movement of the said element toward the small end of the wedge, or to prevent the said element and the wedge from being pulled apart; and, fourthly, whereby various novel and advantageous results are attained; all as will be hereinafter fully described and claimed.

In the accompanying drawings, illustrating our invention: Figure 1 is a plan of a portion of a railroad `rail, a portion of a cross anticreeper applied to the rail. Fig. 2 is a section on line 2-2 of Fig. 1. Fig. 3 is a side view of the parts shown in Fig. 1. Fig. 4 is aplan view of a modified form of the wedge member. Fig. 5 is a side view of the wedge member shown in Fig. a. Fig. 6 is an end view ofthe wedge member shown in Figs. 4 and 5.

Referring to the drawings, 1 designates a Ytegral with the vertical portion 11.

tie and one form of. our'nnprwed 18 bears against the bottom of portion .of a railroad cross tie and -3 a railroad rail of usual construction. rihe cross tie 1 forms a stationary part of the road bed which supports the rail 3 and over which the rail tends to creep under the well known condltions. i y

Our anticreeper is applied to the base it' of the rail 3 and is constructed as follows:

Extending transi'rersely beneath the rail 3 is a bar 5 having a rail gripping'part of hook 6 formed on one end thereof which extends over one side of the rail base 4. r)The other end of the bar 5. also has a hook 7` formed thereon, comprising an upwardlyextending portion 8 spaced from `the adjacent side of the rail base t, and an in wardly-extendrng ortion 9 extending over the adjacent side o the rail base a. The distance between the portion 8 and rail gripping hook 6 is` such that the railbase e may pass between the portion 8 and hoolr 6 after the portion 9 has been first placed over one side of the rail base, in applying the bar 5 to the rail. from the bottom thereof. After thus applying the bar to the rail, the bar is adjusted' so that the hook 6 and portion 9 thereof restupon the top of the rail base a, as shown.

Arranged between the bar 5 and the railA A This member 10 comprises a vertical por-V tion 11 adjacent to the cross tie 1 and a rearwardly extending portion 12 formedrlinhe portion 1,2 extends between `the bar 5 and the rail base 4 and is made concavo-convex in cross section, providing three separate bearing faces 16, L17/and 18. The two lower bearing faces 16 and 17 are spaced apart transversely of the rail 3 and bear upon the top of the bar g'and the upper bearing face the rail 3 above the space between the two bearing facesml and 17, thus providing a three point `bearing for the portion 12.v In the normal 5 'condition of the portion l2, the distance between the top of the bar 5 or a line drawn between the two bearing faces 16 and 17 and the bearing face 18 is greater than that shown in the drawings, thecancavo-convex 4the portion 11, so that the portion12 con-A stitutes a wedge extending between the bar 5 and rail 3 and having its large end spaced from the bar 5 and adjacent to the cross tie 1, so that should the rail 3 tend to cre-ep forwardly orin the direction of the arrow, the rail willmtend to carry the bar 5 with it toward the large end ofthe wedge and thus cause the anticreeper to increase its grip upon the rail.

By engaging the part or member 10 with the bar 5 at the spaced points v16 and 1T lo-' cated on the respective sides ofthe center of the bar we are enabled to employ a much y lighter .bar than vif the part or member' 10 had a bearing upon the central portion of the bar v5 which would bend it downnirdly under much less pressure thanwould be required to bend it down with the bearing spring .metal andclamp ber 10 and will thereafter Vsmall end points arranged according to our invention.

'Theradvantages of the three'point bearing of the portion 12 ofthe member 10 is the same whether the portion 12 be rigid or .formed of 4spring metal; and we may here remark that either the bar 5 4or the wedge `12 lof the member 10 may be formed of spring metal and act as a spring to clampthe anti- Creeper to the rail, while theY other remains rigid, yor both of 'them may be formed of the anticreeper to the rail by their combined spring action. We prefer, however, to make the bar 5 rigid and have the spring action present only in the wedge portion of the member 10. it is desired to 'havethe bar 5 act as a spring it will be constructed of suitable metal and be sprung downwardly between the ends thereof by the wedge portion 12 of the memfirmly clamp the anticreeper to the rail in tending to resume its normal condition. IThesides of the wedge portion 12 of the member 10 are provided with stop pro-jed tions-14 which are cut from the body of the portion 12 and bent to extend downwardly therefrom, as clearly shown in the drawings. These projections 14 are adapted to prevent accidental movement of the bar 5 toward the ofthe wedge from different positions when the bar y5 is engagedwith the vvportion 12; andthe bottoms or sides of the projections 14 toward the small end of the wedge are W hen 4base on each side inclined or beveled, as shown, to'

Liedes@ permit the bar 5 to pass them when the bar is moved toward thc large end of the wedge i in applying the anticreepcr to the rail.

The operation of applying the anticrccpcr to the rail is as follows: The member or stop part 10.is placed beneath the rrakl 3 adjacent to the cross .tie 1 and against the bottom of the rail base -l. and the bar is then placed` transversely beneath thc rail, and its hooked end portions are passed over the sides 'of the rail base -t into the position shown, but rearwardly of the member l0. The har 5 is then driven forwardly or toward the cross tie 1 by any suitable means. ,1s the har 5 is thus driven forwardly. it passes beneath the wedge portion 12 and engages thc bear ing faces 16 and 1T and springs the sides of the portion 12 toward the bottom of the Arail 3, and'the farther the bar 5 is driven toward the cross tic` 1, the greater will be the spring action of the wedge in firmly clamping the anticrccpcr to the rail. When the bar 5 is driven forwardly, thc wedge 12 or the projections 1to1' both spring toward the rail 2% to permit the bar to pass the pro* .jet-tions which thereafter spring back rearwardly of the bar and prevent it from being accidentally/shiftcd rearwardly or toward the small end of thewedgc. lt will he ohserved that the projections 1i on the respective sides of the wedge portion 12 are arranged in staggered relation to each other thereby increasing the number of positions from which rearward displacement of the.l

ballast, any retrograde movement of the rail, such as will frequently occur, on account of temperature changes, will draw the bar backward on the wedge and thus loosen it.

In the construction of thepart or wedge member shown in Figs. 4, 5 and 6, the probearing faces 16 and 17 each other.

`We claim: 1. The combination with 'a railroad rail having a base, and a stationary part of a road bed, of an -anticreeper comprising a bar extending beneath the rail and provided with means to engage the top of the rail thereof, and a stop part extend parallel to adapted to engage having a wedge extending between 'the bot' tom of the rail and the top of the bar, said wedge having three separate bearing faces said stationary part and :jections 14 are omitted and the spaced lower incassa two of which are spaced apart transversely of the rail and bear upon the bar and the tion and clamping the anticreeper to the rail in tending to resume said normal condition, said wedge having two bearing faces facing in the saine direction and spaced laterally from each other and a bearing face facing in the reverse direction and extending at an angle to the two first named faces and tending to move in a direction away from the space between the two first named faces as the spring wedge tends to resume said normal lcondition, and said anticreeper being adapted to engage said stationary part.

3. The combination with a railroad rail having a base, and a stationary part of a road bed, of an anticreeper comprising a bar extending beneath the rail and provided with means to engage the top of the rail base on each side thereof, and a spring wedge inserted between the rail and the first named element and sprung from a normal condition and clamping the anticreeper to the rail in tending to resume said normal condition7 said wedge having three separate bearing 'faces two of which face one direction and are spaced apart transversely of the rail and bear upon the bar and the other of which extends at an angle to the two faces bearing upon the bar and bears against the bottom of the rail above the space between the two faces which bear upon the bar, and said anticreeper being adapted to engage said stationary part.

4. The combination with a railroad rail having a base, and a stationary part of a road bed, of an anticreeper comprising a bar extending beneath the rail and provided. with means to engage the top of the rail base on each side thereof5 and a stop part adapted to engage said stationary part and having a wedge shaped rearward extension located between the bottom of the rail and the top of the bar, vsaid extension being formed of spring metal, concaveconvex in cross section and having two separate faces bearing upon the bar and a face bearing against the bottom of the rail above the space between said separate faces, and said extension being sprung from a normal con dition and forcing parts of the antiereeper against the rail in tending to resume said normal condition.

5. The combination with a railroad rail, and a stationary part of a road bed, of an anticreeper comprising an element adapted to engage the rail, and a wedge element inserted between the `first namedelement and the rail, one element of the anticreeper being formed of spring metal and sprung from a normal condition and forcing parts ofthe anticreeper against the rail in tending to resume said normal condition, said wedge element having spaced stop projections extending from the respective sides thereof and arranged in staggered relation -to each other and adapted to prevent move ment of the first named element from diferent positions toward the small end of the wedge. and one of said elements being adapted to engage said stationary part.

In testimony whereof we atlix our signa tures in the presence of two witnesses.

DAVID F. VAUGHAN. CHARLES Z. VAUGHAN. Witnesses S. l. HARPER, A. V. GROUPE. 

